stuart



(No Model.) 2 Sheets-Sheet I.

R. A. STUART.

GAR FENDER.

Patented Nov. 1897.

WITNESSES 1 A TTORNE rs,

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A R. A. STUART.

GAR FENDER.

Patented Nov. 2. 1897.

UNITED STATES PATENT @rrrcn.

RONALD A. STUART, OF NEW YORK, N. Y., ASSIGNOR OF ONE-HALF TO EVERETT G. KAUFMAN, OF SAME PLACE.

CAR-FENDER.

SPECIFICATION forming part of Letters Patent Lid-593,137, dated November 2, 1897.

Application filed August 31, 1897- Serial No. 650,142. (No model.)

To all whont it may concern.-

Be it known that I, RONALD A. STUART, of New York city, in the county and State of New York, have invented a new and Improved Car- Fender, of which the following is a full, clear, and exact description.

This invention relates to fenders particularly for street-railway cars.

In cases where a fender has a rigid connection with a car-body the upward and downward rocking of the car necessarily moves the front end of the fender up and down, constantly changing its distance above the track. It is desirable that the outer or front end of the fender should maintain a uniform distance from the track.

The object of this invention, therefore, is to provide a simple device by means of which the fender will practically maintain a uniform distance above the track without regard to the vertical rocking of the oar-body.

I will describe a car-fender'embodying my invention and then point out the novel features in the appended claims.

Reference is to be had to the accompanying drawings, formingapart of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1. is a side elevation of a portion of a car, showing a fender embodying my invention as applied thereto. Fig. 2 is an inverted plan view thereof. Fig. 3 is a perspective view of the fender. Fig. 4 is a detail view showing a clamping device for connecting the fender to a car, and Fig. 5 isa section on the line 5 5 of Fig. 1.

The fender comprises a frame having forwardly-extended portions 1 at the bottom, a front cross-bar 2, vertical1y-disposed bars 3 at the ends, and a top cross-bar 4:- This frame may be conveniently made of tubular metal, so as to secure lightness. Secured at one end to the front cross-bar 2 and at the other end to the cross-bar 4 are spring yielding strips 5, and said strips are here shown as connected at about their center by a cross-strip 6. The strips 5, of course, will have a vertically-disposed portion and a horizontally-disposed portion.

Mounted to swing on the front cross-bar 2 is an auxiliary frame 7, having a series of strips 8 extended lengthwise of it or transversely of the track, and aseries of brace-strips 9, extended at right angles to the other strips. From the front bar of this auxiliary frame 7 flexible bands 10 extend to the top cross-bar 4, and these bands 10 are shown as connected by strips 11. The auxiliary frame '7 willnormally extend at a downward and forward angle from the main frame. Should the fender strike a person, such person will fall into the fender or against the strips 10 and 11, which will of course deflect the said strips to swing the auxiliary frame portion, thus forming a pocket to prevent a person from rolling or falling out at the front.

Mounted to swing on the lower side of the car-platform 12 is a yoke 13, having its forwardly-extended arms 14: pivoted to lugs15, bolted to the car-platform, and the extreme outer ends of these arms 14: are slightly curved outward. Secured to the members 1 of the fender are arms 16, which extend rearward of the fender and are adapted to be interlocked with the extended portions of the arms 14 of the yoke. As here shown, these arms 16 have at the extreme end an outwardly and upwardly turned plate 17, which engages underneath the arms 14, and on the top these arms 16 are provided with outwardly and downwardly turned plates 18, adapted to engage the upper side'of the arms 1-1. A setscrew extends through a tapped hole in the plateIli and serves to hold the parts together, and also serves to slightly adjust the outer end of the fender vertically.

Pivotally connected to the yoke 13 is a lever 19, fulcrumed to studs 20,depending from the bottom of the car. The opposite end of this lever 19 is pivotally connected to a portion of the car which is fixed relatively to the body portion of the can-that is, fixed in such manner that it has no vertical movement similar to that of the car. As here shown, the lever 19 is pivotally connected to a crosspiece 21 on the truck. It is obvious, however, that the lever may be mounted to swing on the axle. The lever 19 is provided with slots through which the end pivots extend.

Preferably the vertical portions 3 of the fender-frame will have brace connections 22 with the arms 16. As here shown, these braces 22 are bolted to the arms 16 and have their opposite ends turned around the uprights 3. By this construction no holes need be made through the uprights which would have a tendency to weaken them.

In operation the fender will remain practically stationary as far as vertical motion is concerned, the car-body being free to move upward or downward, this being made possible by the pivotal connections of the parts. Of course the yoke and lever devices will be placed at each end of the car, so that the fender may be transferred from one end to the other, depending upon the direction in which the car is to travel. I

Having thus described my invention, I

claim as new and desire to secure by Letters Patent- 1. The combination with a car, of a fender, a yoke mounted to swing a lever pivoted to the bottom of the car-body, one end of said lever being pivoted to the yoke, and the other end of said lever having pivotal connection rearward from the fender, the said arms having plates to engage around the upper and lower sides of the yoke-arms, and a set-screw extended through one of said plates and engaging with the yoke-arms, substantially as specified. I

RONALD A. STUART. Witnesses:

EVERARD BOLTON MARsHALL,

C. R. FERGUSON. 

